Internal-combustion engine



April 3, 1928. N

E, C. MAGDEBURGER INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet 1 Jan. 20 1925 7 d/rywwle 944a.

Q1101 nu 3 Sheets-Sheet 5 /QMIQ April 3, 1928.

E C.MAGDEBURGER INTERNAL COMBUSTION ENGINE Filed Jan. 20, 1925 All Patented Apr. 3, 1928.

UNITED STATES 1,664,782 PATENT OFFICE.

EDWARD C. MAGDEBUBGEB, OF WASHINGTON, DISTRICT OF COLUMBIA.

INTERNAL-COMBUSTION ENGINE.

. Application filed January 20, 1925. Serial No. 3,604.

Another objectis to provide means for ef ficient distribution of fuel charge in .the combustion space to secure complete combustion. 1

Astill further object is to prevent the heat of combustion from acting direct on the cylinder head thus protecting it from cracking due to heat stresses set in.

A further object is to eliminate the dif-- ficulties ,in keeping cool the outer surface of the piston rod in a double acting engine to permit its lubrication. T

With the above and other objects in view the invention consists in the combination, construction and arrangement of parts as will be hereinafter more fully described.

Reference is'to be had to the accompanying drawings forming part of this specification in which like reference characters indicate corresponding parts throughout the several views, except that a is added to similar parts of'the lower cylinder in a double acting cylinder, 'and' in which Figure 1 is a cross sectional View of a.

double acting cylinder with my invention applied. In order to make it simpler to discuss the flow of the scavenging and exhaust fluids the cross sectional lane has been taken through the opening of the exhaust ports and then this cross sectional plane has been rotated about a vertical axis to include the openings of the scavenging ports. It must be kept in mind that an exhaust port does not lie directly above a scavenging port.

Fig. 2 is a sectional plan view on the line AA of Fig. 1,

Fig. 3 is a sectional view showing the piston in its top dead center,

Fig. 4 is a sectional view showing the position of the piston when scavenging in the upper cylinder begins and also showing the relative position of the exhaust and scavenging ports for the lower cylinder.

The upper exhaust and scavenging ports have been rotated into the same plane as in Fig. 1 for the purpose of simplifying the discussion of the flow of gases. The lower scavenging and exhaust ports are shown in their true positions.

' Fig. 5 is a cross sectional view of a crank case compression engine with my invention applied, and

Fig. 6 is a cross sectional view of a single acting cylinder with supercharging valves and my invention applied. Referring more particularly to the drawmgs, cylinder 1 may either have a cylinder head or be of the inverted cup type. There are two rows of ports 2 and 4 all around the periphery of the cylinder, arranged in stag gered relation to each other, as clearly shown in Fig. 4. The ports. 2 are connected with theexhaust manifold 3 and the ports 4 communicate with the scavenging air re ceiver 5. The piston consists of the conventional head 6, piston rings 7, and an auxiliary head 8, which may be cast in one piece with head 6 or suitably fastened thereto, but separated therefrom by a cylindrical wall having a number of ports 9, these ports corresponding in number, relative location and substantially in shape to the scavenging .ports 4 in thecylinder wall, which they match when the piston is in the dead center position, It will be seen from Fig. 2 that the ports 9 are arranged substantially tangential to the mean diameter of the chamber 10 formed between the piston head 6 and auxiliary head 8. a

The action of the system begins when the upper edge 11 of the auxiliary head 8 (see Fig. 4, action of the piston being in the direction of the arrow) reaches the upper edge of the exhaust ports 2. It will be noted that prior to that these ports were closed by the wall 12 separating the heads 6 and 8. As soon as the edge 11 arrives at the position above stated the exhaust ports open and the exhaust gases rush into the chamber 13 which surrounds the cylinder, and the pres sure in the cylinder drops to about atmospheric. Immediately after the edge 14 of the piston head 6 leaves the upper edge of the ports 4 scavenging air enters the chamber 10 through the ports 9, which, because 7 of their tangential incline, create a. Whirl in the incoming scavenging air. This whirling motion continues even after the air leaves the piston chamber through an opening 15 in the auxiliary head 8, forming a column which advances toward the end of the cylinder displacing the products of combustion until it impinges on the cylinder head when the air changes direction and continues todisplace the products of combustion along the cylinder wall and finally passes into the exhaust ports. Thus the cylinder will be completely scavenged with minimum loss of scavenging air into the exhaust. Direct loss from scavengin ports into exhaust ports, inevitable in all the commonly used systems of scavenging, is effectively prevented 55y the bafli-ing action of the auxiliary hea /Scavenging will continue as long as the scavenging ports in the cylinder are open,

but compression will begin as soon as the exhaust ports are closed.

As will be seen the larger part of the air charge is in the cylinder at the beginning of the com ression and must enter the chain ber 10 t rough the opening'15, which, just before the dead center position of the piston, is materially reduced by the protruding part 16 of the cylinder head, or fuel'valve, thus forcin an accumulation of pressure on top of hea 8 and causing a stream of considerable velocit to enter the chamber 10. This action pro uces lively air circulation and causes socalled turbulence in the piston chamber which now becomes v combustion chamber with the introduction of fuel from the fuel valve. Turbulence is a well recognized aid to complete combustion.

An important feature of my inventlon is that the heat of the combustion never strikes the surface of the cylinder head, being separated from itby compressed air on top of thauxilia-ry head8, thus the cylinder head (1 is well cracks.

Due to the necessity of directing the scavenging air upwards inmost of the designs of two cycle engines, this air does not come in contact with the top surface of the piston and the latter is dependent entirely upon the inner circulation of oil or water for its cooling.- The fact that piston cracking is not uncommon after certain number of hours of service testifies to the extreme difficulty of this problem of cooling thepiston.

protected and not subject to heat In this new desi n all the scavenging air,

must come into intimate contact with the surface of the piston crown and will carry away much heat so that the internal cooling of the piston need not be as diflicult to accomplish.

This method of scavenging is easily adapted for doublevacting engines, as may f 'be seen from Figure 1. The outer surface of the vpiston rod is effectively cooled by the scavengingair whirling around it, thus materlally aiding its lubrication and protecting the stufiing box gland rings. .Fuel valves 17 which are arranged so that they. -'-f{followthe general direction of someone or more scavenging ports, will not discharge the fuel against the piston rod but into the whirling air of the combustion chamber, which whirling may be materially intensified by a suitable construction of the end 18 of the stufiing box protruding into the cylin-' der. These vanes or ribs shall also serve for the dissipation of heat to the scavenging air impinging upon them.

Fig. 5 shows my system of scavenging as applied to a so-called crankcase compression 7 engine where the amount of scavenging air is limited by the inevitable large clearance in the crank case and where an efiicient system of scavenging is particularly desirable.

Although this new system of .seavenging--- is described above in its application to a type 'of engines that close their exhaust ports after the scavenging ports are closed, there is nothing in this specification that shall be construed as limiting its applica- 1 tion to another type of engines which permits the scavenging ports to stay open after the exhaust ports are closed and thus roduce the so-called super-charging e ect.

Fig. 6 illustrates such type of engine using 99 one or more valves 19 either mechanicallyoperated or automatic in their action that keep the exhaust gases from entering the scavenging receiver while the exhaust ports are still closed.

Having described my invention what I claim as new is:

1. A scavenging system for internal combustion engines including a cylinder, a

piston operable therein, a plurality of scavenging and exhaust {ports in the cyliner, the scavenging and exhaust ports being respectively arranged on transverse lines with respect to the cylinder, the ports in one line. being staggered with respect to the piston coacting with the scaven ing ports in the cylinder, and means carried y the piston or producing a substantially solid column of scavenging fluid only. 4

3. A scavenging system for internal com bustion engines including a cylinder, :2. piston operable therein, a plurality of scavenging and exhaust ports 1n the cylinder, each succeeding exhaust port being positioned above and to the side of the preced ing Y e p ltp rts in the piston @0215 cylinder,

for producing a of scavenging fluid only.

4. A scavenging system for internal combustion engines including a c 'linder, a

piston operable therein, gential scavenging and exhaust po a plurality of tan-l rts in the/ cylinder,

solid column of positioned above and to the side of the preceding-scavenging port, tangential ports in the piston coactmg with the scavenging po -ts in the cylinder, and means carried the piston for producing scavenging fluid only.

EDWARD C. MAGDEBURGER'.

each succeeding exhaust port being a substantially 

